GAU OM - D 24.07.2019 Final

Date January 2018
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“APPROVED” “ACCEPTED”
Rector of Georgian Aviation University, Director of Georgian Civil Aviation
Professor, Accountable Manager Agency
________________________S. Tepnadze _______________________G. Jalaghonia

___ _______________ 2018 ___ _____________ 2018
Georgian Aviation University

Operational Manual Part D
Master Copy
1 Georgian Aviation University

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1. Table of Contents
1. Table of Contents...........................................................................................................................2
i. Revision Highlights.......................................................................................................................8
ii. Revision Records............................................................................................................................9
iii. List of Active Pages......................................................................................................................10
2. Control of Documentation..........................................................................................................11
3. Abbreviations...............................................................................................................................12
4. Definitions....................................................................................................................................13
5. Appointment of Persons Responsible for Standards / Competence of Flight Personnel........16
5.1 Structure of Training Personnel..........................................................................................16
5.2 Qualifications / Requirements of Training Personnel........................................................16
5.2.1 Head of FMC.................................................................................................................16
5.2.2 Chief Pilot Instructor (CFI)..........................................................................................16
5.2.3 Theoretical Knowledge Instructor (TKI).....................................................................16
5.2.4 Organizational Structure of Training Personnel (Organigram).................................16
6 Initial training..............................................................................................................................18
6.1 Qualifications / Requirements for Flying Instructors / Theoretical Knowledge
Instructors........................................................................................................................................18
6.2 Internal / External Training.................................................................................................19
6.3 Responsibility for Checking Compliance with Requirements...........................................20
6.4 Documentation of Initial Training.......................................................................................20
6.5 Document Retention for Initial Training............................................................................20
7 Refresher Training.......................................................................................................................22
7.1 Aim for Refresher Training..................................................................................................22
7.2 Intervals of Refresher Training............................................................................................22
7.3 Syllabus of Refresher Training.............................................................................................22
7.4 Documentation of Refresher Training................................................................................22
7.5 Document Retention for Refresher Training......................................................................22
8 Standardization Training.............................................................................................................24
8.1 Aim of Standardization Training.........................................................................................24

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8.2 Intervals of Standardization Training..................................................................................24

8.3 Syllabus of Standardization Training...................................................................................25
8.4 Responsibility for Compliance.............................................................................................25
8.5 Procedures for unsatisfactory progress................................................................................25
8.6 Documentation of Standardization Training......................................................................25
8.7 Document Retention for Standardization Training............................................................25
9 Proficiency Checks......................................................................................................................27
9.1 Intervals of Proficiency Checks...........................................................................................27
9.2 Examination of Candidates..................................................................................................27
9.3 Procedures for Unsatisfactory Progress...............................................................................27
9.4 Documentation of Proficiency Checks................................................................................27
9.5 Document Retention for Proficiency Checks.....................................................................27
10 Upgrading Training.....................................................................................................................29
10.1 Reasons for an Upgrading Training..................................................................................29
10.2 Aim of an Upgrading Training.........................................................................................29
10.3 Documentation of Upgrading Training...........................................................................29
10.4 Document Retention for Upgrading Training.................................................................29
11 ATO Personnel Standards Evaluation........................................................................................31
11.1 Definition of Standards.....................................................................................................31
11.2 Intervals.............................................................................................................................31
11.3 Examination of Personnel Standards Evaluation............................................................31
11.4 Procedures for Unsatisfactory Progress...........................................................................31
11.5 Documentation of Personnel Standards Evaluation.......................................................31
11.6 Document Retention for Personnel Standards Evaluation.............................................31
12 Appendices...................................................................................................................................32
Appendix 1 Guidelines for Instruction..........................................................................................32
1. Guidelines for Theoretical Knowledge Instruction...............................................................32
1.1 Theoretical Knowledge Instruction (Courses)................................................................32
1.2 Computer Based Training (CBT)......................................................................................32
2. Guidelines for flying instruction.............................................................................................32
2.1 General..............................................................................................................................32

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2.2 Briefing..............................................................................................................................33
2.3 Usage of Checklists...........................................................................................................33
2.4 Handling of Airplane Lights.............................................................................................34
2.5 Basic flying - Pitch Power Concept.................................................................................35
2.6 Pitch Power tables............................................................................................................36
2.7 Control and Performance Concept..................................................................................36
2.8 Airmanship........................................................................................................................37
3. Guidelines for preflight procedures........................................................................................38
3.1 Preflight procedures - flight planning.............................................................................38
3.2 Operational documentation.............................................................................................38
3.3 Preflight checks.................................................................................................................39
4. Guidelines for ground operation and taxiing.........................................................................40
4.1 Towing...............................................................................................................................40
4.2 Parking..............................................................................................................................40
4.3 COM / NAV / FMS /GPS setup........................................................................................41
4.4 Departure briefings...........................................................................................................41
4.5 Emergency briefing...........................................................................................................42
4.6 Flaps checks.......................................................................................................................42
4.7 Taxi checks........................................................................................................................43
4.8 Brakes check......................................................................................................................43
4.9 Flight instruments check..................................................................................................43
4.10 Magneto check..............................................................................................................44
5. Guidelines for flight operations...............................................................................................44
5.1 Take Off.............................................................................................................................44
5.2 Traffic pattern...................................................................................................................45
5.3 Airwork manoeuvers........................................................................................................45
5.4 Descent and approach.......................................................................................................46
5.5 Aeroplane stabilization on final approach.......................................................................47
5.6 Precision Approach...........................................................................................................48
5.7 Non Precision Approach..................................................................................................48
5.8 Callouts during instrument approaches...........................................................................48

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6. Guidelines for flight operations...............................................................................................49

6.1 Training Effectiveness......................................................................................................49
6.2 Grading..............................................................................................................................50
6.3 Identification of unsatisfactory progress.........................................................................51
6.4 Failure policy....................................................................................................................51
6.5 Flying and synthetic flight training.................................................................................51
6.6 Theoretical knowledge instruction..................................................................................52
6.7 Hearing committee...........................................................................................................52
6.8 Additional Training (AT).................................................................................................53
6.9 Procedure for changing Instructors.................................................................................53
6.10 Introduction of students from other Training Organizations....................................53
6.11 Max. number of Instructor changes per Student.........................................................54
6.12 Instructor / Student changes due to personal reasons.................................................54
6.13 Student to Instructor ratio............................................................................................54
6.14 Max. number of Students per classroom......................................................................54
6.15 Internal feedback system for detecting training deficiencies.....................................54
Appendix 2 Initial/Upgrading Training Form...............................................................................55
Appendix 3 Attendance Record for Refresher/Standardization Training...................................57
Appendix 4 Proficiency Check Form.............................................................................................58
Appendix 5 Sample OFP VFR........................................................................................................60
Appendix 6 Sample OFP IFR..........................................................................................................61
Appendix 7 List of Instructors........................................................................................................62

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Revision Highlights
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i. Revision Highlights
Revision is checked by quality manager, and is agreed to Georgian Civil Aviation Agency.
No revision will have legal power, unless it is reviewed and approved.
Created: Checked: Approved: Accepted:

SMS Manager Quality Manager Rector GCAA
Date: Date: Date: Date:
Deleted Pages Added Pages

Chapter Page Revision Date Chapter Page Revision Date
i,ii,iii,5,12 8,9,10,11,16,62 0 March 2019 i,ii,iii,5,12 8,9,10,11,16,6 1 March 2019
2
i,ii,iii,12 8,9,10,62 1 July 2019 i,ii,iii,12 8,9,10,62 2 July 2019
i,ii,iii,12 8,9,10,62 2 July 2019 i,ii,iii,12 8,9,10,62 3 June 2021

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Revision Records
Revision 3
Revision № Reason for Revision Page Date Entered by

Numbers
1 Change in Organizational Structure 8,9,10,11,16, March 2019 Head of Quality
62 Assurance
Service
2 Change of Instructors 8,9,10,62 July 2019 Head of Quality
Assurance
Service
3 Change of Instructors 8,9,10,62 June 2021 Head of IATC
ii. Revision Records

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List of Active Pages
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iii. List of Active Pages

Page Revision Date Chapter Page Revision Date
0 1 0 January 2018 12 40 0 January 2018
1 2 0 January 2018 12 41 0 January 2018
1 3 0 January 2018 12 42 0 January 2018
1 4 0 January 2018 12 43 0 January 2018
1 5 0 January 2018 12 44 0 January 2018
1 6 0 January 2018 12 45 0 January 2018
1 7 0 January 2018 12 46 0 January 2018
i 8 3 June 2021 12 47 0 January 2018
ii 9 3 June 2021 12 48 0 January 2018
iii 10 3 June 2021 12 49 0 January 2018
2 11 1 March 2018 12 50 0 January 2018
3 12 0 January 2018 12 51 0 January 2018
4 13 0 January 2018 12 52 0 January 2018
4 14 0 January 2018 12 53 0 January 2018
4 15 0 January 2018 12 54 0 January 2018
5 16 1 March 2019 12 55 0 January 2018
5 17 0 January 2018 12 56 0 January 2018
6 18 0 January 2018 12 57 0 January 2018
6 19 0 January 2018 12 58 0 January 2018
6 20 0 January 2018 12 59 0 January 2018
6 21 0 January 2018 12 60 0 January 2018
7 22 0 January 2018 12 61 0 January 2018
7 23 0 January 2018 12 62 3 June 2021
8 24 0 January 2018
8 25 0 January 2018
8 26 0 January 2018
9 27 0 January 2018
9 28 0 January 2018
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12 39 0 January 2018

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Control of Documentation
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2. Control of Documentation
Control of documentation is carried out in accordance with the rules and procedures
specified in the Quality Manual of Georgian Aviation University. The aim of the rules and
procedures is to create system to identify and use all documents easily by employees within the
organization. All documents must be created and stored by the format and terms indicated in the
Quality Manual. These procedures will establish effective system to create, renew and distribute
documentation easily.
Distribution List
Organization Format Number of Copy

Head of FMC Printed Master Copy
Georgian Civil Aviation Agency Printed Copy #1
Deputy rector for flight training Electronic E-version
Quality Assurance Department Electronic E-version
International Aviation Training Electronic E-version
Center
Chief Pilot Instructor Electronic E-version
Pilot Instructor Electronic E-version

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Abbreviations
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3. Abbreviations
(A) Aircraft / Aeroplane
(H) Helicopter
AGL Above Ground Level
A/C Aircraft
AAL Above Aerodrome Level
AFM Aircraft Flight Manual
AIP Aeronautical Information Publication
AM Accountable Manager
AMC Acceptable Means of Compliance
AMSL above Mean Sea Level
ATC Air Traffic Control
ATO Approved Training Organization
CPI Chief Pilot instructor
CG Centre of Gravity
CM Compliance monitoring
CMM Compliance monitoring Manager
CRM Crew resource management
CS-FSTD(A) Certification Specifications for aeroplane flight simulation
CTKI trainingChief
devices
Theoretical Knowledge Instructor
CPL Commercial Pilot License
CRI Class Rating Instructor
DA Decision Altitude
DH Decision Height
EASA European Aviation Safety Agency
EEC European Economic Community
ETA Estimate Time of Arrival
EU European Union
EU- FCL EU - Flight Crew Licensing
PI Pilot Instructor

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Definitions
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4. Definitions
Accountable Manager The person acceptable to CAA who has corporate

authority for ensuring that all operations and
maintenance activities can be financed and carried
out to the standard required by the CAA, and any
additional requirements defined by GAU.
Accountable Manger has overall responsibility for
the safety management system including the
frequency, format of the management evaluation
activities.
Contractor An individual or a company which provides services

to another individual or a company under terms
specified in a contract.
Audit A systematic and independent examination to

determine whether quality activities and related
results comply with planned arrangements and
whether these arrangements are implemented
affectively and are suitable to achieve the objectives.
Inspection An inspection is the act of observing a particular

event or action to ensure that correct procedures
and requirements are followed during the
accomplishment of that event.
Uncontrolled copy A document that is not maintained or updated.

Uncontrolled documents do not have a traceable
distribution.
Controlled copy A controlled copy is always at the correct / latest

revision level. When a change is made, it is
retrieved and replaced. Controlled copy is stamped
in red „Controlled“.
Master copy An original creation, from which copies can be

made.
Approved training organization Training organization which is approved from

GCAA, to conduct trainings.
Instructor Person licensed to work as an aviation specialist (as

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instructor)
Cadet / student / participant Person who studies to undergo initial pilot flight
training in TC.
Civil Aviation Training Center Training facility that is designated to educate

aviation personnel.
Training Base Specially designed building which is designated and

equipped to conduct training.
Professional training Process of acquiring specific skills and knowledge

for aviation personnel to conduct their type of work
Curriculum A portion of a Lesson Plan that covers one of three

program areas: (1) Initial, (2) conversion, or (3)
recurrent. An initial or recurrent qualification
curriculum addresses the required training and
qualification activities for a specific make, model,
and series aircraft (or variant) and for a specific duty
position
Evaluation An assessment of an individual made by an

evaluator to ascertain whether the standards
required for a specified level of proficiency have
been demonstrated.
Facility The physical environment required for training and

qualification; e.g., buildings, classrooms, Emergency
Evacuation Trainer, study areas, break rooms, etc.
Introductory Flight means any flight against remuneration or other

valuable consideration consisting of an air tour of
short duration, offered by an approved training
organization, for the purpose of attracting new
trainees.

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5. Appointment of Persons Responsible for Standards / Competence of Flight

Personnel
5.1 Structure of Training Personnel
For the structure of training personnel, refer to the tree in the organizational chart under
the Head of FMC listed in the OM-A Appendix 1 “ORGANIZATIONAL STRUCTURE”.
5.2 Qualifications / Requirements of Training Personnel

5.2.1 Head of FMC
The Head of FMC Training shall have extensive experience in training as a flight
instructor for professional pilot licenses and possess a sound managerial capability.
5.2.2 Deputy head of FMC
The Head of FMC Training shall have extensive experience in training as a Chief flight
instructor.
5.2.3 Chief Pilot Instructor (CFI)
The Chief Pilot instructor shall:
 hold the highest professional pilot license related to the flying training courses
conducted,
 hold the rating(s) related to the flying training courses conducted,
 hold a flight instructor rating for at least one of the types of aeroplane used on the
course and,
 have completed 1000 hours pilot-in-command flight time of which a minimum of
500 hours shall be on flying instructional duties related to the flying courses
conducted.
5.2.4 Theoretical Knowledge Instructor (TKI)
The Theoretical Knowledge Instructor shall have a practical background in aviation and
have undergone a course of training in instructional techniques or have had extensive previous
experience in giving theoretical knowledge instruction. The former requirement is considered to
be fulfilled if the TKI holds or has held an instructor rating.
5.2.5 Organizational Structure of Training Personnel (Organigram)
For organizational structure of training personnel, refer to the tree in the organizational
chart under the Head of FMC listed in the OM-A Appendix 1 “ORGANIZATIONAL
STRUCTURE”

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6 Initial training
6.1 Qualifications / Requirements for Flying Instructors / Theoretical Knowledge Instructors
Pilot Instructors (PI) for PPL/CPL Instruction
 valid FI(A) rating with the required privileges and ratings
 A Pilot instructor holding restricted privileges only, must, when performing flight
instruction, First 100 hours will be supervised by a fully qualified FI during
training. The form and intensity of such supervision is upon the discretion of the
HT.
 Restricted FIs are not allowed to issue an endorsement for first solo flight or first
solo cross country flight of a student
Pilot Instructors for IR instruction on airplanes (excluding simulated instrument flying)

 Valid FI rating including the privileges for IR.
Instructors for MCC trainings

 for MCC training a MCCI authorization is sufficient
Instructors for Single Pilot Aeroplanes (SPA)

 valid PI class or type of aeroplane
Theoretical Knowledge Instructors (TKI)

 Theoretical Knowledge Instructors in license subjects shall have appropriate
experience in aviation and shall, before appointment, give proof of their
competency by giving a test lecture in the GCAA (if required) based on material
they have developed for the subjects they are to teach. The above requirement is
considered to be fulfilled if an instructor rating is held.
 The theoretical knowledge instruction for type or class ratings should be
conducted by instructors holding the appropriate type or class rating, or having
appropriate experience in aviation and knowledge of the aircraft concerned. For
this purpose, a flight engineer, a maintenance engineer or a flight operations
officer should be considered as having appropriate experience in aviation and
knowledge of the aircraft concerned.

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6.2 Internal / External Training

The GAU ATO may provide training through its own training organization with qualified
trainers or through another qualified training source.
When training is not provided through the internal training organization, adequately
experienced and qualified persons may act as trainers, provided their training skills have been
assessed. If required, an individual training plan should be established covering specific training
skills. Records should be kept of such training and of the assessment, as appropriate.
Pilot Instructors
Before being assigned to any instructor's duties, all prospective Instructors shall receive
initial training of about 8 hours duration.
This course will in general be held by the Head of FMC (HT), the Chief Pilot Instructor
(CFI) or nominated personnel and shall contain:
 Company structure, responsibilities and duties
 Facilities (including emergency exits and safety relevant topics)
 Content and structure of the operations manuals (OM’s)
 Content of the Safety management manual (SMM)
 Content of the relevant training manuals (TM’s)
 Training records: form, completion, responsibilities and storage,
 training aircraft,
 flight simulator (i.e. FNTPII)(if applicable)
 General procedures for training and interpretation of training procedures
according to the TMs,
 Procedures and structure of the applicable training courses.
For flying instructors at least 2 standardization training lessons must be conducted.
The first one should be a training lesson where the new instructor (in the backseat, right
seat) watches an experienced instructor conduct a lesson.
The second lesson consists of a check flight where the Instructors proficiency of
maneuvers, procedures and instructional capabilities has to be demonstrated. This lesson can
also be conducted during a normal student training flight (experienced instructor watching in
the backseat).
On discretion of the HT, the Instructors initial training may be conducted in a Flight
Simulator (FNPT II).

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Theoretical Knowledge Instructors

For instructors charged with theoretical instruction only, initial training may be reduced
to approximately 4 hours containing only those parts which are relevant to theoretical
knowledge instruction.
This course will in general be held by the Deputy Rector for flight Training or the head of
international aviation training center and shall contain:
 Company structure, responsibilities and duties
 Facilities (including emergency exits and safety relevant topics)
 Content and structure of the operations manuals (OM’s)
 Content of the Safety management manual (SMM)
 Content of the relevant training manuals (TM’s)
 Training records: form, completion, responsibilities and storage.
 Requirements for presentations in GAU ATO Training Courses (e.g. colors, MS
PowerPoint-structure)
 use of the CBT system
6.3 Responsibility for Checking Compliance with Requirements

Overall responsibility for compliance rests with the Quality department.
6.4 Documentation of Initial Training

The Initial Training will be documented via a signed Attendance-Record (see OM-D
Annex “ATTENDANCE RECORD FOR INITIAL TRAINING”) and a proficiency check (see
OM-D Annex “PROFICIENCY CHECK FORM”)

The competence level for theoretical knowledge instruction – assessed by a test lecture -
will be documented via getting approval (teacher’s certificate) from the GCAA
6.5 Document Retention for Initial Training

For retention-periods of Training Records see OM-A chapter 15

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Refresher Training
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7 Refresher Training
7.1 Aim for Refresher Training
The GAU ATO ensures appropriate and adequate training of its personnel to meet the
standard that is considered necessary to perform the work. To ensure personnel remain
qualified, refresher training will be held.
The basic capability of the competent personnel is a matter of recruitment and normal
management functions in selection of personnel for particular duties. Moreover, the GAU ATO
provides refresher training to keep Pilot instructors/theory knowledge instructors up-to-date as
required for their duties. However, to avoid differences in understanding and interpretation the
syllabus of the refresher training (see OM-D chapter 7.3) has to be met.
7.2 Intervals of Refresher Training

Refresher trainings must be performed at least annually in accordance with the
requirements below.
7.3 Syllabus of Refresher Training

Refresher training shall cover the following topics:
 Changes in legislation
 Revisions of the OM’s and/or TM’s
 New or revised procedures for training
 Review of deviations from standards during the last 12 months
 Reports from quality inspections and student feedback
 Exchange of every day experience among instructors
7.4 Documentation of Refresher Training

The Refresher Training will be documented via a signed Attendance-Record (see OM-D
Appendix 3 “ATTENDANCE RECORD FOR REFRESHER/STANDARDIZATION TRAINING”).
7.5 Document Retention for Refresher Training


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Standardization Training
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8 Standardization Training
8.1 Aim of Standardization Training
The GAU ATO ensures appropriate and adequate training of its personnel to meet the
standard that is considered necessary to perform the work. To ensure personnel remain
qualified, refresher training will be held.
The basic capability of the competent personnel is a matter of recruitment and normal
management functions in selection of personnel for particular duties. Moreover, the GAU ATO
provides training in the basic skills as required for those duties. However, to avoid differences in
understanding and interpretation, all personnel should be provided with further training
specifically related to OM’s, SMM and TM’s, as well as related to the operating procedures stated
in the OM-D Annex “GUIDELINES FOR INSTRUCTION”.
Pilot Instructors
To keep the standard in flying training each Pilot instructor shall receive standardization
training. There are two types of standardization training:
 The (new) Pilot instructor (while in the backseat, left seat) watches an experienced
instructor conducting a lesson.
 During a check flight where the proficiency of maneuvers, procedures and
instructional capabilities has to be demonstrated by the (new) flight instructor.
This lesson can also be conducted during a normal student training flight. An
experienced instructor watching in the backseat or left seat.
On discretion of the HT, the flying Instructors initial training may be conducted in a
Flight Simulator (i.e. FNPT II).

For instructors charged with theoretical instruction only, may be laid down by the Head
of IATC according the instructors pre-experience. The standardization will be given, after they
are familiarized with GAU ATOs OMs and TMs.
8.2 Intervals of Standardization Training

Standardization training must be performed at least annually.

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8.3 Syllabus of Standardization Training

All students and employees are obliged to handle company property with care.
Standardization training may be combined with refresher training and shall address:
 Interpretation of training procedures according to the TM’s
 Presentation of sample training situations
 Review of deviations from standards during the last 12 months
 Reports from quality inspections and student feedback
8.4 Responsibility for Compliance

Overall responsibility for compliance rests with the Head of FMC.
Standardization meetings may also be held at any time findings or reports indicate that
standards are not applied uniformly.
The CFI may delegate standardization and supervision to the flying instructors. In all
cases it is the CFI who is ultimately responsible for ensuring quality and standards.
8.5 Procedures for unsatisfactory progress

In case of unsatisfactory progress see OM-D Appendix 1 “GUIDELINES FOR
INSTRUCTION”.
8.6 Documentation of Standardization Training

The standardization training shall be documented by a signed Attendance-Record (see
OM-D Appendix 3 “ATTENDANCE RECORD FOR REFRESHER/STANDARDIZATION
TRAINING”) and the signed check-flight documentation (see OM-D Appendix “PROFICIENCY
CHECK FORM”).
In case of theoretical knowledge instructors the signed attendance record for refreshing
training (see OM-D Appendix 3 “ATTENDANCE RECORD FOR
REFRESHER/STANDARDIZATION TRAINING”).
8.7 Document Retention for Standardization Training


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Proficiency Checks
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9 Proficiency Checks
9.1 Intervals of Proficiency Checks
Every instructor conducting flying training shall pass an annual (at least every 12 +/-3
Months) internal proficiency check consisting of the observation of an actual training lesson.
Items to be observed are:
 Briefing and preparation of flying program
 Flight preparation
 Actual training flight (if possible)
 De-briefing
 Judgment of student's performance
 General communication with the student
9.2 Examination of Candidates

Proficiency checks shall be conducted by the HT or the CFI.
9.3 Procedures for Unsatisfactory Progress

INSTRUCTION”.
9.4 Documentation of Proficiency Checks

A proficiency check will be documented via a signed proficiency check form (see OM-D
Appendix 4 “PROFICIENCY CHECK FORM”).
9.5 Document Retention for Proficiency Checks


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Upgrading Training
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10 Upgrading Training
10.1 Reasons for an Upgrading Training
Instructors may be assigned in accordance with their license qualifications. If an instructor
acquires additional privileges, she/he must receive initial training to the extent required by the
new duties (mostly concerning the relevant TMs and procedures contained therein).
10.2 Aim of an Upgrading Training

In case additional privileges are being carried out a new initial training, according to those
duties, shall be held.
10.3 Documentation of Upgrading Training

The upgrading training will be documented via a signed attendance record (see OM-D
Appendix 2 “INITIAL/UPGRADING TRAINING FORM”) and if relevant a signed Check-Form
(see OM-D Appendix 4 “PROFICIENCY CHECK FORM”).
10.4 Document Retention for Upgrading Training


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ATO Personnel Standards Evaluation
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11 ATO Personnel Standards Evaluation

11.1 Definition of Standards
We define a standard as an agreed way of doing something concerning instructing,
managing, delivering our services or supporting students. Those standards are the distilled wisdom
of our employees, their expertise in their subject matters and knowing about the needs of GAU
ATO as well as the formal and given standards of the relevant regulations and authority
instructions.
The management structure of GAU ATO ensures supervision of all grades of personnel by
individuals having the experience and qualifications necessary to ensure the maintenance of high
standards. Details of the management structure, indicating individual responsibilities are described
in the OM’s and the SMM.
Adherence to the above ensures that an adequate number of qualified, competent staff is
employed.
11.2 Intervals
Evaluation of personnel standards will be performed during any staff training event,
instructor's proficiency checks and day- to-day operations experience. Furthermore, inputs from
quality audits and inspections as well as training feedback from students are evaluated in regard
of training standards.
11.3 Examination of Personnel Standards Evaluation

Adherence to standards by all members of GAU ATO is monitored by the QM Manager
and the HT.
11.4 Procedures for Unsatisfactory Progress

INSTRUCTION”.
11.5 Documentation of Personnel Standards Evaluation

Standards and evaluation practical flying instructors refer to Appendix 4 “PROFICIENCY
CHECK FORM”.
11.6 Document Retention for Personnel Standards Evaluation

For retention-periods of Staff members records see OM-A chapter 15

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12 Appendices
Appendix 1 Guidelines for Instruction
1. Guidelines for Theoretical Knowledge Instruction
1.1 Theoretical Knowledge Instruction (Courses)
GAU ATO Theoretical Knowledge Instructions (Courses) are conducted according to the Course
Structure, which can be found in the TM for the intended course.
Where stated in the TM the instruction may consist of classroom instruction combined with
Computer Based Training (CBT).
For students visiting theoretical knowledge instructions the signature on the attendance record
(see relevant TMs) is absolutely mandatory to prove their attendance in the course.
1.2 Computer Based Training (CBT)
For Computer Based Training (CBT) at GAU ATO Training Programs approved by the Authority
are used. For CPL Courses with ATPL theory an adequate learning system (i.e. oxford
groundshool) will be used. Same is being used for progress checks and pre-examinations.
Courses in general are structured in a way that classroom instruction is specified to support CBT
as much as possible or necessary to guarantee the optimum training effect.
2. Guidelines for flying instruction

2.1 General
In general training flights will be conducted according to the Lesson Plan for the applicable
training course.
The Lesson Plan in conjunction with the Course Structure presents a scheme and a timeline for
the practical training program.
The training program is defined by Air Exercises respectively briefing exercises which can be
found in the relevant Training Manuals (TMs).
Briefing Times as well as Required Block Times per Lesson must be adhered to as strictly as
possible.

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When a Flight Lesson is discontinued because of weather deterioration, the next flight lesson
may be combined with previous one or the rest of the previous one shall be completed in the
remaining block time required.
2.2 Briefing
2.2.1 Lesson Briefing
Before every training flight a lesson briefing has to be given by the instructor.
The minimum duration of a lesson briefing is stated in the lesson cards.
An explanation is to be given of exactly what air exercises are to be taught by the instructor and
practiced by the student during the flight. It should include how the flight will be conducted
with regard to who is to fly the airplane and what airmanship, weather and flight safety aspects
currently apply. The nature of the lesson will govern the order in which the constituent parts are
to be taught.
The basic components of the briefing will be:
 Lesson data (aircraft, times, crew, etc.)
 theoretical knowledge review (as stated on the mission card or when relevant)
 objectives and aim of the lesson
 principles of flight (if relevant)
 the air exercise(s) (what, and how and by whom)
 Other aspects (weather, documents, flight safety etc.)
The detailed contents which have to be briefed are stated in the relevant TMs.
2.2.2 Lesson Debriefing
After completion of a training flight the instructor has to debrief the student. This contains a
complete review of the lesson flown:
 Review of each part of the flight (including air exercises, approaches, etc.)
 Review of theoretical knowledge (when necessary)
 Outlook (next lesson, phase of flight)
2.3 Usage of Checklists

On GAU training flights two different types of checklists are used:
2.3.1 Challenge and Response Checklist:

Challenge and Response Checklists are executed by heart and verified by reading the checklist.
All checklists for “dynamic” phases are challenge and response. Because of the high workload in
these phases there is no time to read a checklist in single pilot operation. In order to perform the

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items at the appropriate time they are to be performed by heart and checked later on by reading
the challenge and response checklist.
Example:
FLAPS ........................................................................................................................................ UP
at this checklist point call “Flaps” - check flap position indication up – then call “up”
Challenge and Response Checklist are:

 Engine Start Check
 Taxi Check
 Several Items Before Take Off Check
 Climb Check (After Take Off Check)
 Cruise Check
 Descent Check
 Approach Check
 Final Check
2.3.2 Read and do checklist

In a Read and Do Checklist the item is read, announced loudly and done, which is announced as
well.
Example:
BATTERY MASTER .....................................................................................................................ON
Read “Battery Master - ON” – then switch the battery master switch to the ON position – then
announce “on”
Any call out of performed checks and actions must clearly indicate the purpose of that check to any
other crew member.
Note: on read and do checklists the response is always heard twice
2.4 Handling of Airplane Lights
The following table gives a recommendation which shall be adhered as close as possible.
Nevertheless, the final decision rests with the commander and shall be made with respect to good
airmanship and the actual situation.
Furthermore, a detailed instruction concerning the handling of lights for a specific aircraft can be
found in the OM-B Appendix “NORMAL PROCEDURES”.

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NAV Lights ON as soon as the airplane is powered

ANTI COLLISION / WING Lights prior to engine
ON Lights ON
TAXI prior to setting the airplanestart
in
TAXI Lights OFF motion
at the holding point according to
STROBE Lights ON prior to entering any active
checklist
LANDING Lights ON runway
when take-off clearance is received and entering
LANDING Lights OFF (climb) according to flight pattern resp.
LANDING Lights ON (descent) Checklist
according to flight pattern resp.
LANDING / STROBE Lights OFF Checklist
when vacating the
TAXI Lights OFF runway
when entering parking
ANTI COLLISION / WING Lights afterposition
engine
OFF shutdown
Note: whenever the airplane has to stop during taxiing, the taxi light shall be turned off. It shall be
turned on again before taxiing is continued.
When flying in reduced visibility, especially in fog, the use of the landing, taxi or strobe lights may
cause blinding. As this may even lead to disorientation, use lights with proper care under such
conditions.
2.5 Basic flying - Pitch Power Concept

Control airspeed with throttle when excess power is available.
Example:
 Maneuvering
 Landing Approach
Control airspeed with pitch control when power is fixed.
Example:
 Climb
 Descent with power idle (Simulated Engine Failure)
ROD (ft/min) = (TAS / 60) x pitch change x 100
Example:
TAS 120 kts pitch change 3°
ROD = (120 / 60) x 3 x100 = 2 x 3 x 100 = 600 ft/min
When maintaining a constant airspeed, the required power change may be determined by using:
1’’ MAP = 100 ft/min (Rule of Thumb!)

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2.6 Pitch Power tables
For pitch power tables refer to relevant POH/AFM.
2.7 Control and Performance Concept

Aircraft stabilization is achieved by controlling the aircraft’s attitude and power (drag vs. thrust
relationship). Aircraft attitude is the relationship of the longitudinal, vertical, and lateral axes. By
integrating Instrument Flying and Visual Flying we achieve the desired aircraft performance
through understanding of the proper control of attitude and power.
Since aircraft are controlled around three axes the pilot has to learn to stabilize the aircraft on all
three axes by using the proper combination of pitch, bank, and power. Therefore the Control
Instruments are used to achieve and maintain the desired aircraft performance.
Once a pitch, bank and/or power are set, the Performance Instruments are monitored to verify
the desired results in altitude, heading, and/or speed. If corrections are needed, the Control
Instruments are used for adjustments in pitch, bank, and/or power. Then the Performance
Instruments are rechecked. This is a continuous process called “Instrument Scan” or “Cross
Check” that must also include the Engine and Navigational Instruments.
Control instruments
Changes on Control Instruments have a direct influence on aircraft performance, i.e. airspeed,
vertical speed, altitude, heading, and rate of turn. A pilot has to have a thorough understanding
of the consequences of changes on the Control Instruments regarding an aircraft’s performance.
Precise adjustments of attitude and power can be made by using these instruments:
 Attitude Indicator (IFR and VFR)
 MAP/RPM
 Natural Horizon (VMC only)
Performance instruments
Performance Instruments may “lag” behind the initial control input but allow the pilot to verify
that the control inputs are correct:
 Altimeter
 Airspeed Indicator
 Heading Indicator

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 Vertical Speed Indicator
 Turn and Slip Indicator (Turn Coordinator)
2.8 Airmanship
2.8.1 Definition
The complex of all resources (knowledge, attitude and skills) enabling the pilot to safely handle
his airplane with due regard to rules and regulations, whatever the circumstances, both on the
ground and in the air. Human resources include all other groups routinely working with the
pilot who are involved in decisions that are required to operate a flight safely.
These groups may include, but are not limited to:
 dispatchers,
 cabin crewmembers,
 maintenance personnel and
 air traffic controllers.
Airmanship is not a single task but is a set of competencies, which must be evident in all tasks,
conducted throughout the practical test standard as applied to a skill test or proficiency check.
2.8.2 Airmanship competencies

Airmanship competencies may be grouped into three clusters of observable behavior:
Communications processes and decisions
a. Briefing
b. Inquiry/advocacy/assertiveness
c. Self-criticism
d. Communication with available personnel resources
e. Use of checklists
f. Decision making
Building and maintenance of flight cooperation
a. Leadership/team skills
b. Interpersonal relationships
Workload management and situational awareness
a. Preparation/planning
b. Vigilance
c. Workload distribution
d. Distraction avoidance

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e. Avoidance of undesirable situations (e.g. wake turbulence, inadequate aircraft spacing)

2.8.3 How the Instructor / Examiner assesses airmanship
The majority of aviation accidents and incidents are due to poor resource management failures
by the pilot. Fewer are due to technical failures.
Pass / Fail judgments based solely on Airmanship issues must be carefully chosen since they may
be entirely subjective. It is not practical to give a comprehensive list of Airmanship
considerations, however, the 3 ‘cluster areas’ described above include items which the applicant
may forget to complete (e.g. correct radio calls) while others are an indication of his capacity to
deal with present or evolving flight conditions (e.g. poor spacing from other aircraft or airspace
awareness). It is, therefore, the instructors / examiner’s role to observe how the student manages
the resources available to him to achieve a safe and uneventful flight.
The Instructor / Examiner must be satisfied that the success of the flight was a result of good
airmanship and not good luck.
If the student shows early and consistent awareness of airmanship considerations (e.g. repetitive
checking of icing conditions in a level cruise clear of icing conditions) the Instructor
/ Examiner may allow the applicant to brief only changes during the remainder of the flight.
Instructors / Examiners themselves are required to exercise proper Airmanship competencies in

conducting training Flights, Skill Tests or Checks as well as expecting the same from students.
3. Guidelines for preflight procedures

3.1 Preflight procedures - flight planning
All GAU ATO training flights require a complete flight preparation according to the GAU ATO
OMs except training flights where stated otherwise (acc. to TM for the intended training
mission).
3.2 Operational documentation

Operational flight plan
Where applicable (according to current regulations) an operational flight plan shall be made.
This plan should contain a navigation plan and a fuel plan (for fuel requirements refer to OM-
C).
The navigation plan should contain tracks, headings, speeds and time for each portion of the
flight.

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The standard GAU ATO OFP form should be used (see OM-D appendix 5 “OFP-VFR” and
appendix 6 “OFP-IFR”).
The printout of the OFP is an official form which becomes a document by the signature of the
PIC.
3.3 Preflight checks

Regarding Flight Safety the Preflight Check is one of the most important duties of a pilot or crew
prior commencing a flight.
The proper use of the ALB (Airplane Logbook) is mandatory to guarantee the airworthiness of
the aircraft. Only correct and complete entries ensure that the required inspections of an
airplane are performed in time and thus the remaining flight hours until an inspection will be
sufficient for the mission.
The TLB has to be checked before flight for any open entry and for recent entries and the
respective corrective actions.
Although corrected a malfunction may occur again and therefore the knowledge about it may
become very important during flight.
It is the PIC’s decision to accept an aircraft with an open entry in the TLB as long as the entry
does not influence the airworthiness of the aircraft.
A preflight inspection according POH of the aircraft has to be performed. A PREFLIGHT

INSPECTION CHECKLIST as excerpt of the POH of the aircraft is provided separately with the
aircraft bag.
The preflight inspection checklist is also included in the “Normal Procedures” for the applicable
aircraft type.
It is mandatory to ensure that sufficient amount and grade of fuel and oil (according OFP
preparation) is available for the intended flight and (if needed) at the destination and/or alternate
airport.
A clean windshield is not only guarantee for an even better flight experience but also a factor
concerning flight safety.
3.3.1 Loose Equipment

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Make sure the aircraft bag as well as personnel equipment is stored in a proper way so it is not
endangering pilots even under turbulent flight conditions or during any kind of air exercises.
3.3.2 Aircraft Preparation
Prior entering the cockpit it has to be checked that the intended taxi route is clear of any
vehicles or other aircraft and that the tail is not pointing to an open hangar or persons, as this is
the right time to manipulate to another parking position.
The aim of the aircraft preparation is to verify the integrity of the airframe, engine and flight
deck. A standard procedure is to place the ignition key on the glareshield-panel, and to fasten
seat belts before closing doors.
(Keys are hard to find if already buckled up in the seat!)
Seats can be adjusted forward and upward, and the seatback can be set to various positions.
If forwarding the seat the bracket under the switches should be held and pulled gently forward.
Nothing else should be used for anchor.
4. Guidelines for ground operation and taxiing

4.1 Towing
The airplane is most easily and safely maneuvered by hand with the tow bar attached to the nose
wheel.
Make sure, by an assisting person, that sufficient clearance to any obstacle, building or other
aircraft is provided.
4.2 Parking
When parking the airplane, head into the wind. Do not set the parking brake especially during
cold weather when accumulated moisture may freeze the brakes, or when the brakes are
overheated.
Install the control wheel lock and chock the wheels.

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In severe weather and high wind conditions tie down the aircraft.
4.3 COM / NAV / FMS /GPS setup
The standard COM / NAV setup for departure should be done as follows:
On ground – conventional NAV
COM 1 active COM frequency actually required COM 1 standbynext expected COM frequency
COM 2 active ATIS, company frequency (if applicable) COM 2 standby company frequency (if
applicable) or ATIS NAV 1 active first NAV-aid needed for departure route
NAV 1 standby either set for return (ILS in use at departure airport) if possible or the
second expected NAV-aid on departure
NAV 2 active first NAV-aid needed for departure route (backup)
NAV 2 standby either set for return (ILS in use at departure airport) if possible or the
second expected NAV-aid on departure
ADF 1 active first needed NDB or Locator on departure ADF 1 standby OM for the ILS in use on
departure airport
FMS setup for departure:
The FMS (where applicable) has to be programmed at least to the first destination airport
including the standard instrument departure route.
GPS setup for departure:
The GPS has to be programmed at least to the first destination airport including the standard
instrument departure and set to the “(Moving) Map” Mode.
If a second GPS is installed this has to be set to the “nearest airports” page.
The standard COM / NAV / FMS / GPS setup can be changed upon discretion of the instructor or
examiner (i.e. for training purposes).
4.4 Departure briefings
The departure briefing has to be made as follows:

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“(static/rolling/short field/soft field) TAKE OFF RUNWAY XX, VR XX, …”
As a “normal” take-off the static take-off should be considered.
“…LEFT/RIGHT TURN TO AREA XX / WAYPOINT XX HEADING XXX, ALTITUDE XXXX,

…“
for VFR Cross Country briefing of first leg items:
“…MAGNETIC COURSE, MSA XXXX, TIME XX MINUTES, TOP OF CLIMB AT …”
for IFR flights the briefing should be made as mentioned below:
“…NAME OF THE STANDARD INSTRUMENT DEPARTURE ROUTE (SID), (WHERE)

AIRPORT, (EFFECTIVE DATE OF THE CHART), MSA (BASED ON WHICH NAVAID),
DESCRIPTION OF DEPARTURE ROUTE, ALTITUDE XXXX, SPECIALS (WHEN
APPLICABLE)”
4.5 Emergency briefing

Single Engine Airplane:
“… BEFORE LIFT OFF ABORT FOR ANY MALFUNCTION, AFTER LIFT OFF IN CASE OF
ENGINE FAILURE LOWER NOSE, ESTABLISH GLIDE, (CHECK GEAR DOWN), LAND
STRAIGHT AHEAD, AVOID MAJOR TURNS, EXCEPT TO AVOID OBSTACLES”
Multi Engine Airplane:
“…BEFORE LIFT OFF ABORT FOR ANY MALFUNCTION, AFTER LIFT OFF IN CASE OF
ENGINE FAILURE AND GEAR LEVER DOWN, LAND ON REMAINING RUNWAY - GEAR
LEVER UP AND/OR REMAINING RUNWAY NOT SUFFICIENT CONTINUE WITH
MEMORY ITEMS AND STAY VMC FOR SINGLE ENGINE TRAFFIC PATTERN”
In general an Emergency Briefing has to be short, precise and simple according to the situation.
4.6 Flaps checks

The Flaps check has to be conducted as follows:
Example:
“Flaps – all settings then 1/Take Off (all settings then 10°/Take Off)"

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The pilot selects the flaps lever to the 1 (10°) position, verifies the correct indication in the
cockpit (i.e. flap indicator light if applicable), looks out to the left and the right wing to check
the actual flap position and announces)
“Flaps 1 (10°), indication 1 (10°), left and right side 1 (10°)
This procedure has to be repeated checking the other on the airplane existing flap settings and
thereafter returning to the flap setting required for take-off.
4.7 Taxi checks

The taxi/recognition light will be switched on before starting to taxi.
Before any movement of the airplane and prior each turn the pilot in control has to check and
announce loudly that the area to be taxied to is “free”.
“LEFT – FRONT – RIGHT FREE”
Normally a power setting of 1000 to 1200 RPM should be sufficient for normal taxi operations.
Riding the brakes must be avoided!
The aircraft will primarily be steered by use of rudder pedals and only if necessary by additional,
but as short as possible, use of differential braking.
Reading of any checklist during taxi operation is not permitted during Single Pilot Operation.
During all taxi operations the maximum taxi speed is 15 knots for students and 25 knots for
instructors.
Crosswind control inputs shall be used during taxi operation in wind conditions of more than 10
knots. For crosswind control inputs refer to the POH of the aircraft.
Note: it is absolutely mandatory to stay near to the taxiway centerline marking (where available)
but it is recommended not to ride the taxiway centerline lights.
4.8 Brakes check
After starting to taxi the pilot in control initiates the brakes check.
“BRAKES CHECK:
(Pilot in Control) “MY BRAKES CHECKED (GOOD), CHECK YOURS”
(Pilot monitoring / Instructor) “MY BRAKES CHECKED (GOOD)”

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The checking of brakes has to be done very smoothly and without decelerating the aircraft too
much.
4.9 Flight instruments check
The flight instrument check will be performed earliest when turning onto a major taxiway. It
must not be performed while taxiing on a parking apron or any other congested area.
It is mandatory to perform the flight instrument check once; a second check during a turn to the
other direction is optional.
If the flight instrument check could not be performed during taxiing to runup, it should be
performed latest during taxiing onto the runway.
Purpose of the flight Instrument check is to assure the functionality of some specific instruments:
• Turn Coordinator/Turn and Slip Indicator

• All heading indicators like HSI, RMI, Directional Gyro, Magnetic Compass,
• Attitude Indicator
This functionality will as well be called out.
“RIGHT TURN; BALL LEFT; INCREASING HEADING ON DIRECTIONAL GYRO AND MAG
COMPASS; STEADY ADI”
4.10 Magneto check
Example:
“Magnetos -Check in Limits”
While switching to left/right magneto the pilot shall call out that respective drop of RPM, the
difference and whether these drops are in limits.
Example:
“RIGHT MAGNETO DROP xx IN LIMITS/OUT OF LIMTS; BACK TO BOTH; LEFT MAGNETO

DROP xx IN LIMITS/OUT OF LIMITS; BACK to BOTH; DIFFERENCE xx IN LIMITS/OUT OF
LIMITS”

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“Magneto Check completed”
5. Guidelines for flight operations

5.1 Take Off
For the standard take off procedure and callout refer to the Flight Pattern “Normal Take Off” for
the applicable airplane.
5.2 Traffic pattern
On GAU ATO training flights traffic patterns shall, if airport environment permits, be conducted
according to the standard procedure (see OM-C Appendix 1).
5.3 Airwork manoeuvers

5.3.1 Airwork Preparation
Before performing any type of airwork maneuver the PF announces:
"AIRWORK PREPARATION"
and then performs the following items with a call out:
Airwork Entry Conditions:
• Minimum Safe Altitude 1500 ft AGL for Dual flights
• Minimum Safe Altitude 3000 ft AGL for Solo flights
• Area clear while in VMC (clearing turns!)
• Cockpit secured (No loose objects in the cockpit)
• Landing Light – ON
• Mixture(s) – enriched
• Training Cruise (according to Flight Pattern) established
Clearing Turns:
Before performing any type of airwork maneuver, perform the clearing turns.

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Normally they consist of two 90° medium bank turns, right or left, then back to the original
heading, or one 180° clearing turn with a short roll out after 90°.
5.3.2 Maneuvers
For standard airwork maneuvers conducted at GAU Flight Training refer to OM-C Appendix
1“Flight Patterns” for the applicable aircraft type.
5.4 Descent and approach

As a guideline for all approaches the acronym ABC is used to prepare for the approach:
A = ATIS (current weather at the destination airport)
1 = Setting of COM frequencies 2 = Setting of NAV frequencies 3 = Use of GPS/FMS data
B = Approach Briefing C = Approach Checklist
ABC should be completed at a point 10 NM out of the approached airport or as shown on the
Flight Pattern for the intended approach.
This way you will have a lot better situational awareness while approaching the airport and
entering the traffic pattern. The only remaining tasks are flying the airplane, scanning the area,
listening to the radio and following the procedures.
Get ATIS or request in time the weather and landing information for the airport of intended
landing at the controlling agency. The weather and landing information should be received prior
requesting and/or starting the descent. Since the Top of Descent (TOD) is already preplanned
and entered in the map during cross country operation, the weather should be requested about 2
to 5 minutes prior the TOD.
The TOD will whenever possible be calculated for a 3° glide path resulting in a ROD of 5 x the
ground speed (GS) plus 10%. Applying this Rule of Thumb 3 NM are necessary to loose 1000 ft
during a 3° glide path and by knowing that fact it is easily possible to control the descent by
checking the altitude passing every 3 NM.
A standard descent will be performed at cruise speed.
Adhere to published approach procedures (route, altitude, etc.).
5.4.1 Approach Briefing

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The PF announces "APPROACH BRIEFING", and verifies that all crewmembers are ready to
monitor with the appropriate approach plate at hand. The IFR Approach Briefing includes:
• Terrain situation (MEA, MGA)
• Type of approach, Runway in use, Airport
• NAV setup
• Landing distance available and runway conditions, if considered critical
• Type of landing, flap-setting, VREF, VTGT
• Minimum Sector Altitudes applicable for the approach
• Initial Altitude (lowest published altitude on your initial segment)
• Intermediate Altitude
• Final Altitude (outer marker or equivalent position crossing altitude)
• Minimum (Decision Height or Minimum Descent Altitude)
• Missed Approach Point (only non-precision approach)
• Missed Approach
Note: round up all minima to the nearest ten Note: COM frequencies are not briefed
Note: the Marker Beacon audio and lights, DME and RMI selector switch should be checked at
this time but not briefed.
5.5 Aeroplane stabilization on final approach
A safe flight profile must be maintained throughout the approach. The aeroplane shall be fully
stabilized including:
• landing configuration
• target speed
• adequate power
• rate of descent
not later than 1000 ft above the threshold elevation. For details refer to OM-B.

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When conducting circling approaches, Standard Visual approaches or Training Pattern the
height at which the aeroplane must be fully stabilized may be lower than 1000 ft above
threshold elevation, but in no case less than 500 ft.
Runway alignment must be accomplished not later than 500 ft above threshold elevation.
However, where certain types of approaches (e.g. Iow visibility circling, non-precision, sidestep,
short approaches, VFR traffic pattern) necessitate alignment turns below 500 ft it is essential that
special attention is being given to bank angle.
A swing over to another RWY may be accepted provided the landing RWY is clearly visible and
it can be assured that the aeroplane will be aligned on centreline and fully established in slot not
later than 500 ft above threshold elevation.
5.6 Precision Approach

For Precision approaches refer to Appendix OM-C Appendix 1 Flight Pattern “Precision
Approach” for the relevant aircraft type.
For Standard Callout on Precision Approaches see OM-D Annex 1 “GUIDELINES FOR
INSTRUCTION” Chapter 5.8 “CALLOUTS DURING INSTRUMENT APPROACHES”.
5.7 Non Precision Approach
For Non Precision approaches refer to Appendix OM-C Appendix 1 Flight Pattern “Non
Precision Approach” for the relevant aircraft type.
For Standard Callout on Non Precision Approaches see OM-D Annex 1 “GUIDELINES FOR
INSTRUCTION” Chapter 6.8 “CALLOUTS DURING INSTRUMENT APPROACHES”.
5.8 Callouts during instrument approaches

5.8.1 Single Pilot Operation - Manually Flown
Instructor Callout
Student Callout
(when applicable)
Final Altitude, i.e. passing FAF
„..(FIX), FINAL ALTITUDE CHECKED"
inbound i.e. VOR,NDB,OM etc.
Check Altitudes (when
applicable)
1000 ft (baro) above touchdown
zone elevation (incapacitation "ONE-THOUSAND" “CHECKED”
check and terrain awareness)
100ft above MDA or DH "APPROACHING MINIMUM"

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"APPROACH LIGHTS (RUNWAY)

Visual reference established AHEAD" "APPROACH LIGHTS
(RUNWAY) RIGHT/LEFT“"IN SIGHT"
"MINIMUM" „CONTINUE“ or „GO
MDA or DH
AROUND"
5.8.2 Single Pilot Operation - Auto Pilot Coupled

Instructor
Student Callout
Callout (when
"NAV MODE ARMED / APPROACH
AP mode announcement "CHECKED"
MODE ARMED"
AP mode change "NAV MODE CAPTURED / LOC
"CHECKED"
announcement CAPTURED / GS CAPTURED"
Final Altitude, i.e. Passing FAF
„..(FIX), FINAL ALTITUDE CHECKED"
inbound i.e. VOR,NDB,OM etc.
Check Altitudes (when
applicable)
1000 ft (baro) above touchdown
zone elevation (incapacitation
"ONE-THOUSAND" "CHECKED"
check and terrain awareness)
AP disengagement "AP DISENGAGED" "CHECKED"

100ft above MDA or DH "APPROACHING MINIMUM"
"APPROACH LIGHTS (RUNWAY)
Visual reference established AHEAD" "APPROACH LIGHTS
(RUNWAY) RIGHT/LEFT“"IN SIGHT"
"MINIMUM" „CONTINUE“ or „GO
MDA or DH
AROUND"
5.8.3 Multi Pilot Operation - Manually Flown
According to company procedures (company for which the training is conducted)
5.8.4 Multi Pilot Operation - Auto Pilot Coupled
According to company procedures (company for which the training is conducted)

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6. Guidelines for flight operations

Whenever on board during training flights, the instructor is the Pilot in Command (PIC) of the
aircraft regardless of whether the student is receiving dual instruction or is flying as Student
Pilot in Command (SPIC).
6.1 Training Effectiveness

6.1.1 Individual Responsibilities
All students are expected to perform at a satisfactory standard of proficiency without the need
for a continuing program of extra training. A satisfactory standard of proficiency includes, but is
not limited to, the individual's ability to successfully complete his normally scheduled Training
without experiencing recurring difficulties.
6.1.2 General Assessment

The basis for all evaluation is the stage of the training concerned, with consideration given to
prior experience or instruction.
Quality records will be used for all graded training lessons. All kinds of examinations are not
graded.
The comments and recommendations portion of the forms is specifically for use by the Flight
Instructor/Flight Examiner.
Note: only trained personnel shall use quality records.
The quality record form should be completed the same day the lesson is flown and after a student
debriefing.
6.2 Grading
The evaluation system differentiates between:
Passing Grades
AS = Above Standard Performance or extraordinary performance.
S+ = Standard Plus Satisfactory Performance, no serious mistakes, positive tendency
ST = Standard Satisfactory performance, no serious mistakes
S- = Standard Minus Satisfactory Performance, no serious mistakes, negative tendency
Failure Grades
SI = Should Improve Performance does not meet required standard in every respect

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and/or on all occasions.
US = Unsatisfactory Performance does not meet standard. Minimum requirements
are not met in significant areas. Additional training is mandatory.
No Grade or not applicable grade
NO = Not observed or unable to assess efficiency
Note: A Failure Grade must be explained in writing with recommendations for additional
training.
Except for the first syllabus lesson ("introduction") a regular syllabus lesson can only be
scheduled if the previous lesson was completed with a passing grade.
6.3 Identification of unsatisfactory progress
Events that clearly identify lack of proficiency may include:
a. failure of written, oral and/or practical checks being conducted after simulator/flight or
ground training. A check is failed when either a defined minimum test score is not reached, or
when the instructor deems that a candidate is not qualified enough to reach required company or
authority standards or,…
b. (repeated) non-compliance with defined policies and procedures or,…
c. in the event of an occurrence, incident or accident, when, after investigation, the event
obviously resulted from an employee’s lack of knowledge/proficiency or…
d. during the complete training a corresponding progress according to the training phases
has to be observed or,…
e. the level for the progress is reaching the “completion” standard for each syllabus.
6.4 Failure policy
Official examinations and skill tests are governed by the regulations given by the approving
authority. Internal examinations/grading, as a part of the quality management system, are ruled
by the procedures below:

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6.5 Flying and synthetic flight training
The hearing committee is triggered if the following occurs
a. Two unsatisfactory flight grades in sequence or,
b. Three unsatisfactory flights grades within any flight phase
Note maximum extra time is limited to 1/3 of the previous total dual flight time of the flight
phase concerned with a maximum of 6 hrs, except for phase 1 of PPL and CPL.
6.6 Theoretical knowledge instruction
Missing parts of the theoretical knowledge instruction course will cause that the student repeats
the missed theoretical knowledge lesson.
6.7 Hearing committee
The purpose of the Hearing, which is confidential, is to recommend whether training can be
continued or will be discontinued.
The committee will consist of
GAU ATO (min. 3 representatives):
• Deputy rector for flight training and/ Head of FMC and / or the Chief Flying Instructor
(CFI) /Head of IATC
• Involved Instructor/Staff
Student:
• Student concerned
• Any Neutral Person (to be chosen by the student)
• representative from the client company if applicable
The committee may collect information from all sources involved in the previous training
process.

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Minutes of the Hearing will be kept with the quality records. A copy will be forwarded to the
client company upon request.
6.8 Additional Training (AT)

The request for AT should be limited to the extra time anticipated to correct the problem area(s)
and not for the total time allowed. If additional AT is still required, an AT request must again be
made. This procedure continues until all AT allowed has been flown. The time allowed for AT is
limited and explained by the appropriate Failure Policy.
AT cannot be requested if the previous lesson has been completed with a passing grade, unless
there is another reason, such as extended leave.
An AT Request for any other reason but a failed lesson, i.e., extensive sick-leave will not be
considered part of the failure policy.
AT will be credited for dual time and for accumulated AT time.
When a Student requires AT the appropriate company representative will be notified as specified
in the contract.
6.9 Procedure for changing Instructors

Instructor changes generated by the failure policy will be made by the Head of FMC (HT)/Chief
Flying Instructor (CFI).
If an Instructor change is necessary due to operational or any other reason the instructor
handing over a student informs the CFI or his of any important information regarding the
training process of the respective student.
The newly assigned instructor contacts the CFI or is deputy in order to receive special
information if available.
This instructor is responsible to check the last 5 Quality Reports (less if fewer lessons were flown
before).
6.10 Introduction of students from other Training Organizations
Students who are changing the flight training organization during any phase of training have to
tested theoretically as well as practically.

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GAU Procedure is that the student has to take progress tests according to the knowledge level
which can be assumed and through taking the tests has to prove that his level of knowledge is
adequate.
Additionally a practical progress check corresponding to the training phase has to be conducted
successfully.
For students holding a PPL and wish to take part in an ATPL Integrated Course a VFR ATPL
Entry Progress Check has to be passed.
6.11 Max. number of Instructor changes per Student
An Instructor change should normally only occur after completion of a flight phase.
6.12 Instructor / Student changes due to personal reasons
Should an instructor change due to personal reasons be necessary the Head of FMC or the Chief
Flight Instructor should be contacted.
In this case the person who wishes to change the instructor or the student shall state the reasons
for that, thereafter the head of FMC or the CFI will decide if the change is necessary or not.
The change itself shall be conducted like a normal instructor change (OM-D Annex 1
“GUIDELINES FOR INSTRUCTION” Chapter 6.9 “Procedure for changing Instructors”)
In case that one person is requesting more than 4 instructor / student changes the head of FMC
should take a hearing committee into account.
6.13 Student to Instructor ratio

The student to instructor should be 1:6 or less but must be 1:8 or less.
6.14 Max. number of Students per classroom

The maximum number of students per classroom respectively per course must not exceed 20
students except for low intensity subjects.
6.15 Internal feedback system for detecting training deficiencies
As part of the quality management system the student pilot feedback is collected and evaluated
on standardized forms.

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Appendix 2 Initial/Upgrading Training Form

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Appendix 3 Attendance Record for Refresher/Standardization Training

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Appendix 4 Proficiency Check Form

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Appendix 5 Sample OFP VFR

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Appendix 6 Sample OFP IFR

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Appendix 7 List of Instructors

LAST NAME FIRST NAME LICENSE N.
Sartania Dima GE-CPL-00217
Modebadze Vaja GE-CPL-00218
Kalandadze Kakhaber GE-CPL-00219
Iremashvili Vakhang GE-CPL-00196
Shushiavili Ilia GE-CPL-00562
Nadibaidze Valiko GE-CPL-00693
Bukvaidze Irakli GE-CPL-00562
Jamatashvili Mikheili GE-CPL-00721
Maisuradze Tornike GE-ATPL-00414
Totladze Irakli GE-ATPL-00479
Vasil Kostadinov BGR.FCL.ATPLH-00004-
10095
Khojelani Mamuka GE-ATPL-00003
Kortoshidze Tornike GE-ATPL-00007
Kurbedis Viktoras LT.FCL.CPL-024
Zotov Nikita MD/SFI(A)/1

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GAU OM - D 24.07.2019 Final

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Date January 2018

________________________S. Tepnadze _______________________G. Jalaghonia

Georgian Aviation University

1 Georgian Aviation University

2 Georgian Aviation University

8.2 Intervals of Standardization Training..................................................................................24

3 Georgian Aviation University

4 Georgian Aviation University

6. Guidelines for flight operations...............................................................................................49

5 Georgian Aviation University

Intentionally Left Blank

6 Georgian Aviation University

Intentionally Left Blank

7 Georgian Aviation University

Created: Checked: Approved: Accepted:

Date: Date: Date: Date:

Deleted Pages Added Pages

8 Georgian Aviation University

Revision № Reason for Revision Page Date Entered by

ii. Revision Records

9 Georgian Aviation University

iii. List of Active Pages

10 Georgian Aviation University

Organization Format Number of Copy

11 Georgian Aviation University

12 Georgian Aviation University

Accountable Manager The person acceptable to CAA who has corporate

Contractor An individual or a company which provides services

Audit A systematic and independent examination to

Inspection An inspection is the act of observing a particular

Uncontrolled copy A document that is not maintained or updated.

Controlled copy A controlled copy is always at the correct / latest

Master copy An original creation, from which copies can be

Approved training organization Training organization which is approved from

Instructor Person licensed to work as an aviation specialist (as

13 Georgian Aviation University

Civil Aviation Training Center Training facility that is designated to educate

Training Base Specially designed building which is designated and

Professional training Process of acquiring specific skills and knowledge

Curriculum A portion of a Lesson Plan that covers one of three

Evaluation An assessment of an individual made by an

Facility The physical environment required for training and

Introductory Flight means any flight against remuneration or other

14 Georgian Aviation University

Intentionally left blank

15 Georgian Aviation University

5. Appointment of Persons Responsible for Standards / Competence of Flight

5.2 Qualifications / Requirements of Training Personnel

16 Georgian Aviation University

Intentionally left blank

17 Georgian Aviation University

Pilot Instructors for IR instruction on airplanes (excluding simulated instrument flying)

Instructors for MCC trainings

Instructors for Single Pilot Aeroplanes (SPA)

Theoretical Knowledge Instructors (TKI)

18 Georgian Aviation University

6.2 Internal / External Training

19 Georgian Aviation University

Theoretical Knowledge Instructors

6.3 Responsibility for Checking Compliance with Requirements

6.4 Documentation of Initial Training

Theoretical Knowledge Instructors

__S. Tepnadze _G. Jalaghonia